Traction-engine



(No Model.) 2 Sheets-Sheet 1.

L. O. TABEPJ.

TRACTION ENGINE.

No. 334,623. Patented Jan. 19, 1886.

VV/TNEEHEE I I V v /5/ m at Q g (No Model.) 2 sheets-sheet 2.

L. O. TABER'.

TRACTION ENGINE.

- N 0'."334,623. Pateted Jan. 19, 1886.

N. PETERS Pllolo-Lihngraphcn Washiugwn. n. c.

ATENT Fries.

LOYAL o. TABER, or DANFORTH, ASSIGNOR TO- woon, TABER & MORSE,

OF EATON, NEW YORK.

TRACTION-ENGINE.

FJEPBCIPICATICN forming part of Letters Patent No. 334,623, dated January 19, 1886.

Application filed October 19, 1885. Serial No. 180,328. (No mo lehl erence to the engine for which Ihave obtained Letters Patent of the United States No. 294-, 930, dated March 11,1884, upon which my present invention is a specificimprovement designed to overcome certain defects, as herein after explained.

Referring to the annexed drawings, Figure I is aside elevation of a traction-engine embodying my improvements. Fig. II is a front end view of the same. Figs. III, IV, and V are detail views of the compensating-gears which are applied to both of the carryingaxles; and Fig. VI illustrates modifications of the devices for maintaining the gear of the flexible or oscillatory counter-shaft in engagement With the compensating-gear on the axle of the forward carrying-wheels.

Similar letters of reference indicate corre sponding parts.

v A represents the boiler of the engine mounted on the axles B B of the carryingwheels W W, as hereinafter described. The rear end of the boiler I usually support by plates p, bolted to the sides of thewater-jaclmt A of the firebox, which plates are formed with bearingboxes in which the rear axle is journaled. I do not, however, limit myself to this particular connection of the boiler with the hind carrying-axle, inasmuch as the same is susceptible of many modifications, and does not affect the essence of my present invention.

The forward axle, which constitutes the steering-axle, is pivoted at its center, the pivot in this case being represented in the form of a hollow post, K, rigidly secured to the bottom of the boiler-shell, and having its lower end of the shape of a segment of a sphere, and stepped in a corresponding socket, b, on the bed or saddle I, on which the forward axle, B, is journaled.

0 denotes the driving-shaft of the engine. The engine may be of any suitable and wellknown construction, and its illustration is therefore omitted here.

In order to transmit from the driving-shaft O to the four carrying-wheels W a propelling power with equitable motion respondent to the various speeds required of the several wheels in traveling around curves, I pro vide each of the carrying-axles B B with a compensating-gear, R, consisting of the gearwheel R, mounted loosely on the axle, and having pivoted in it pinions ff, arranged with their axis radial to the axis of the wheel R, and engaging with annular racks g g on the adjacent sides of disks S S, held against opposite sides of the wheel B, one of said disks being rigidly secured on the axle and the other disk being integral with the hub of one of the carrying-wheels W, which latter is loosely mounted on the axle, the other wheel W being rigidlyattached to the opposite end of the axle.

For the construction and combination of the aforesaid parts reference should be had to Figs. III, IV, and V of the drawings. These compensating-gears are capable of transmitting propelling power to both axles, and at the same time permit of an equitable movement of all the four wheels while traveling around curves.

To the two compensating-gears It R synchronous motion is transmitted by the following instrumentalities: On the drivingshaft G is fastened a pinion, D, and on trunnions or gudgeons secured to the side of the boiler is mounted a train of gears, E F F F F, the first of' which gears meshes in the pinion D, and on the side of the last of said gears and integral therewith is a pinion, G,which meshes in the compensating-gear R of the hind axle, B, p

as illustrated in Fig. I of the drawings.

On a trunnion rigidly attached to the forward portion of the boiler are journaled side by side a pinion, N, and a gear-wheel, 0, cast in one piece. The gear-wheel O meshes in the gear E, and the pinion N engages a pinion, N, which is attached to the end of a counter-shaft, L, the opposite end of which earrits a pinion, P, which meshes in the compensating-gear R of the forward axle, B. In order to maintain the pinions of the said countershaft in engagement with the pinion N and compensating-gear R during the oscillations of the axle B incident to the travel of the engine over uneven roads and around curves, it becomes necessary that the counter-shaft L shall be allowed a similar or corresponding oscillatory movement, so as to accommodate itself to the axle, and this I have heretofore accomplished by dividing the axle transversely in the centerof the hollow pivoting post K, and providing it thereat with auniversal joint, and supporting one of the end sections of the said shaft: in a box, 0, secured to the axle-bed I, so as to cause said portion of the shaft to follow the axle in. its oscillatory movement and maintain the pinion P in engagement with the compensating-gear It, the other end section of the shaft being journaled in a box, a, which is secured stationary on the boiler and parallel with the driving-shaft C and journal of the pinion N, anl holds the pinion N in gear with the pinion N.

The location of the universal joint; in the center of the pivotpost K, I have found objectionable for several reasons, viz: first. it necessitates undue enlargement of the post K and a corresponding enlargement of the step of said post in the socket b, which latter produced undue friction when turningthe axle on its pivot; secondly, it rendered the adjustment of theuniversal joint very difficult; and, thirdly, the oscillatory end section of the counter'shaft was liable to become bound in the opening in the side of the post K, through which said shaftsection projects. To overcome these defects and attain other ad van tages, I make the countershaft L flexible by forming it of two end sections and an intermediate section coupled to the end sections by suitable universal joints, d (I, said joints being remote from or outside of the pivot-post K, and the end sections being carried, respect ively, parallel with the axle and driving-shaft in a manner similar to that shown in my prior patent hereinbefore referred to.

Inasmuch as the jointing of the countershaftoutside of the pivot of the axle causes a diil'crential longitudinal movement of the axle and oscillatory part of the counter-shaft when oscillated, the pinion P is carried laterally during the aforesaid movement, and in order to maintain said pinion in engagement with the compensating-gear R, I either make the latter wide enough to allow the pinion to slide laterally thereon, as represented in Fig. I of the drawings, or mount said pinion loosely on the countier-shaft,so as to allow it to slide laterally on said shaft and compel it to rotate therewith by the wcll-known spline-and-feather connection of the same.

A clutch-arm, Z, projects from the portion of the axle-bed I on which the vibratory end of the counter-shaft is journaled, and this arm engages with a circumferential flange, u, 011 the hub of the pinion P, as illustrated in Fig. '\'I of the drawings.

Having described my invention, what I claim as new, and desire to secure by Letters Pateat, is-

1, In a traction-engine, the combination, with the four carrying'wheels and their axles, of two compensating-gears, one on each axle, an oscillatory counter-shaft supported at its oscillatory end in a bearing mounted on the forward or steering axle, and a train of gears extending from the driving shaft to the two compensating-gears, all combined to transmit to all the carrying-wheels propelling power respondent to the various speeds of motion required of the several wheels in traveling around curves, substantially as set forth.

2. The combination, with the forward carrying-wheels and their axle, of a compensating-gear on said axle, an oscillatory counter- Shatt carried at its oscillatory end by a bear" ing mounted on said axle, a laterally-mova his gear on the counter-shaft meshing in the compensating-gear, and gears for transmit ting motion from the driving-shaft to the countersha-ft, substantially as described and shown.

3. In combination with the driving-shaft, pivoted axle, and traction-wheels on the latter. a gear mounted on said axle, a flexible iointershatt composed of a section carried parallel with the axle, a section carried parallel with the drivingshaft, and an intermediate section coupled to the other sections by universal joints, and gears for transmitting motion from the driving-shalt to the gear on the axle through the medium of the countershaft, substantially assetforth and shown.

4 In combination with the driving-shaft, pivoted axle, and tractionwheels on the latter, a gear mounted on said axle, a flexible countershaft having its joint remote from the pivot of the axle, and gears on said countershaft engaging with the gear on the axle, and with gears interposed between the drivingshaft and counter-shaft, substantially as set forth.

5. In combination with the driving-shaft, pivoted axle, and traction-wheels on the latter, a gear mounted on said axle, aflexible counter-shaft carried by a support on the axle to follow the samein its oscillatory movement, a gear sliding on the counter-shaft and held in engagementwith the gear on the axle,and a gear on the counter-shaft engaging with gears interposed between the driving-shaft and counter-shaft, substantially as and for the purpose set forth.

In testimony whereofI have hereunto signed my name and affixed my seal, in the presence of two attesting witnesses, at Syracuse, in the county of Onondaga and State of New York, this 16th day of October. 1885.

LOYAL G. TABER. [L. s]

\Vitnesses:

O. BENDIXON, F. H. GIBBs.

IIO 

